Peugeot Considering U.S. Return?

[TURBO]

Um Citroën DS não é propriamente carro e/ou marca desconhecida na América do Norte que detém no Canadá a maior província francófona do continente e uma com maior poder de compra na região, o que aqui é de espanto é de facto o ritmo da coisa a que é debatida pela PSA.

A RPC já é de facto o maior mercado automóvel a nível mundial do segundo maior grupo automóvel europeu e oitavo a nível mundial, há aqui um padrão de evolução do projecto recente, as injecções de capital fresco vindo do estado francês e parceiro comercial sino andam a fazer mossa, é uma relocalização estratégica de produção e de produto.

[crash]

Um Citroën DS não é propriamente carro e/ou marca desconhecida na América do Norte que detém no Canadá a maior província francófona do continente e uma com maior poder de compra na região, o que aqui é de espanto é de facto o ritmo da coisa a que é debatida pela PSA.

A RPC já é de facto o maior mercado automóvel a nível mundial do segundo maior grupo automóvel europeu e oitavo a nível mundial, há aqui um padrão de evolução do projecto recente, as injecções de capital fresco vindo do estado francês e parceiro comercial sino andam a fazer mossa, é uma relocalização estratégica de produção e de produto.

Atenção ao detalhe.
Se chegarem à América do Norte, o nome Citroen fica à porta.
Da mesma forma que a Toyota criou uma Lexus, a PSA está a criar uma marca premium chamada DS, não Citroen DS ou DS by Citroen.
Este ano os DS deixam de vir com o double chevron.
A separação das marcas está a ocorrer nos produtos e até nos pontos de venda.

[TURBO]

Exacto, quis realçar que não era e não é um logo automóvel (DS), de todo desconhecido do mercado motorizado e/ou consumidor da América do Norte (é o oposto).

Da peça abaixo destaco no imediato o objectivo de a curtíssimo prazo a DS ter como objectivo ter 50% de venda fora do espaço comercial europeu e ser uma marca de baixo volume de produção.

"(...)Forse vi serviva una crossover, invece avete fatto una DS6 che in pratica va bene solo per la Cina.
“Dovevamo sviluppare rapidamente la gamma in Cina, anche per dar corpo alla rete di vendita, e dunque abbiamo deciso di mettere in cantiere tre vetture concepite per quel mercato. Di conseguenza abbiamo posposto lo sviluppo di quelle soluzioni (diesel, guida a destra, cambio manuale) indispensabili per un’adeguata presenza su altri mercati, come quello europeo”.

E il mercato americano?
“È chiaro che non si può pensare a un brand premium globale che sia assente da un mercato tanto importante, ma la questione al momento non è sul tavolo: le priorità sono altre, prima dobbiamo pensare a completare il riassetto del gruppo”.

Nell’allargamento futuro della gamma ci sarà spazio per delle versioni sportive?
“Continueremo sulla via aperta con la DS3 Racing, anche se la collocazione del marchio non punta alla sportività pura”.(...)"Em Yves Bonnefont - DS - "Dobbiamo Farci Riconoscere Come Marchio Premium" - Quattroruote

[TURBO]

[TURBO]

"Back in April, the CEO of French automaker PSA Peugeot Citroën, Carlos Tavares, revealed that the automaker may make a return to the U.S. market using its DS brand, a fledgling premium brand spun off from Citroën that at present only sells cars under its own brand in China. Now, a second PSA exec has suggested the possibility, even giving a potential return date of early next decade.

“We want to make DS a global premium brand, and you cannot be global without the U.S.,” DS CEO Yves Bonnefont told Automotive News (subscription required).

Bonnefont revealed that he and his team are looking to sell DS-branded cars in 200 large cities across the globe after 2020, and of these 200 cities 20 are located in the U.S. Bonnefont also revealed that a final decision on a U.S. launch for the DS brand would happen in 2017—at the earliest.

DS started off as a premium sub-brand of Citroën, drawing its name from the latter’s iconic line of DS models offered between 1955 and 1975. Current DS-branded cars are based on Citroën underpinnings but feature unique bodies and interiors. In most markets, they still feature Citroën’s chevron logo but in China DS is already marketed as a standalone brand.

At last week’s 2014 Paris Auto Show, DS rolled out a concept car based on its own platform and devoid of the Citroën logo. Called the Devine DS, the concept isn’t destined for production but previews the themes that will feature on future DS-branded cars.

PSA’s Peugeot brand was last offered in the U.S. in 1991, which marked the end of a 33-year run in the country. Its last model was the 405 sedan, which only managed a couple of thousand sales in its final year on the market."Em Peugeot Plots U.S. Return With Upmarket DS Brand

[TURBO]

"Editor's note: The value of the new and used-vehicle market in the U.S. -- $1.18 trillion -- was misstated in an earlier version of this story.

TOKYO -- China may be the world’s biggest auto market, but the U.S. is still the richest when it comes to the value of new sales.
According to a study by TrueCar Inc., the total value of new-vehicle sales in the U.S. still exceeded the total value in China by as much as $161 billion last year.

That’s despite rapidly growing China’s sales of some 19.7 million new autos in 2014, compared with the 16.5 million new cars and trucks sold stateside, according to TrueCar.

The difference: Average prices in the U.S. soar above those in China, where the typical consumer commands nowhere near the purchasing power of his richer American counterpart.

In China, the average new vehicle’s manufacturer suggested retail price comes to $20,805, based on a TrueCar survey of some 705 models and trim levels there. In the U.S., it’s $34,537.

Those prices delivered $570.9 billion in total value of new-vehicle sales in the U.S. but only $409.9 billion in China.

The tallies show why the U.S., which has trailed China in new unit sales every year since 2009, is still a force to be reckoned with. Automakers know there are still fat margins to be had. And moreover, they don’t have to split the proceeds with a joint-venture partner, as they are forced to do in China.

“While the growth of China’s new-vehicle market over the last decade has been impressive, the total value of that market remains considerably lower than the U.S. and will remain so for some time,” TrueCar President John Krafcik said in a statement.

The pricing gulf widens when China’s domestic brands are cleaved from the international ones doing business there.

The average price for domestic brands is just $15,706 while foreign brands can command an average of $32,278, TrueCar said.

And adding used cars, the U.S. is No. 1 -- in size and value.

Combined U.S. sales of new and used vehicles totaled a whopping 53.5 million units last year, TrueCar notes. That was more than double the combined new and used tally of 25.7 million in China.

And the value of those U.S. sales, again, blew out China’s.

The overall new and used market in the U.S. generated some $1.18 trillion in sales. In China, it was just $468.5 billion."Em http://www.autonews.com/article/2015...-still-richest

[Eagle88]

A Peugeot/Citroen já está no mercado de outra forma.



Curioso que a Dodge recorre à Fiat e à PSA para os comerciais e não a uma só marca.

[crash]

Exceptuando o esqueleto e pele, essa Ram (e não Dodge) Promaster pouco fica a dever às Ducatos e Boxers. Mesmo o esqueleto foi reforçado para aguentar mais abusos!
Principalmente quando isso vem equipado com um V6 a gasolina de 3.6 litros com 280cv

Curioso para ver a próxima geração de vans da Fiat/PSA, de modo a integrar de raíz os requisitos da mais robusta clientela americana, via Ram.

[TURBO]

[TURBO]

"It hasn’t taken PSA/Peugeot-Citroen CEO Carlos Tavares long to get the once-struggling automaker moving in the right direction. PSA already has reached a number of tough targets Tavares set after taking over as chief executive a year ago, such as reporting its first profit in three years. Tavares knows PSA still has a lot of work to do. Some of the challenges he discussed with Automotive News Europe Editor Luca Ciferri include boosting scale, improving net pricing and giving customers options they really value.

Your Back in the Race plan is ahead of schedule, but PSA’s annual vehicle sales remain below 3 million. Is scale a big problem?

Scale is important for purchasing power, but there are areas where it is a penalty rather than a benefit: agility, capability to manage the company, complexity, fixed costs, vulnerability from some crisis in the world. We have seen companies with a midsize business do very well for decades, such as Honda. Scale needs to be assessed based on the facts and by looking at what has happened in our industry over the last 50 years. There were troubles for those who were systematically looking for scale and limitations for those who didn’t look for scale. At this stage, we will remain focused on the execution of our plan.

Your plan is full of numbers but one is missing: PSA’s global volume by 2018.

There was no commitment on volumes because what’s the point of selling tons of cars while you’re losing money? This is a financial turnaround plan to bring the company back to a solid foundation. Once the basics are sound, we will build a profitable growth plan. Then we will have a volume target, or at least a turnover target.

What was the top accomplishment of the plan last year?

That we generated 2.18 billion euros in free cash flow last year after predicting it would take until 2016 to become cash positive and that it would take until the 2016 to 2018 period to generate 2 billion euros in combined group operational free cash flow. Positive cash flow helps us fund future technologies and models that are the foundation to maintaining profitable growth. Last year our global volume grew by 120,000 cars, with volume up 32 percent in China and 8 percent in Europe. I think the team did a very good job because while fixing the fundamentals we were still able to grow, even though it was not the major objective of the plan.

How did you improve net pricing at all PSA brands last year?

Most of the improvement came from our bottom line. In 2014 we were able to reduce PSA’s breakeven point by half a million cars [to 2.1 million vehicles produced from 2.6 million, China excluded]. Getting this done in just one year was significant. You can do this if you address three major levers simultaneously: reducing fixed costs, improving net pricing and reducing variable costs. All three brands improved net pricing but not at the same level. Peugeot improved the most [narrowing its net pricing gap against the Volkswagen brand in Europe 1.2 points to -5.3 percent from -6.5 percent]. Citroen has already achieved its 2016 target [its adjusted net prices in Europe are 1.7 percent higher than Renault’s, up from 1.0 percent in 2013]. DS made limited progress mostly because we didn’t have any new products to help us increase net pricing, but it still improved by half a point [the gap with benchmark brand Audi narrowed to 13.2 percent from 13.7 percent].

Your Chinese joint ventures had a 7.6 percent operating margin in 2014. What’s next?

We need to move to double digits.

Your 2014 target was to reduce the production cost per unit by 600 euros. How did you achieve 730 euros?

Through a combination of supply chain, manufacturing, purchasing and engineering. The biggest progress came from the manufacturing system, particularly in our French plants. We substantially improved logistics, quality on the line, rework reduction and energy costs.

How much came from your suppliers?

Not much. We are clearly asking our suppliers for the best productivity they can deliver. At the same time, we also want to demonstrate to them that we are fixing our own issues at a faster pace so that we have the credibility to ask them to support our turnaround.

How will you cut per-unit production costs by another 500 euros by 2018?

Design-to-cost is important so that when you create a new platform, you generate productivity from the engineering activities. We don’t just pay our engineers to improve performance, add features and make the cars more attractive, we want them to deliver lower costs through better engineering. The new platforms will help us make cars that are lighter and cheaper to build despite offering more performance. We also need to work closer with our suppliers to benefit from their breakthroughs and use common parts whenever we can to allow them to boost the efficiency at their own plants.

And on the product side?

We need to better understand market trends. One of the big mistakes made by the automotive industry is putting in lots of features that customers don’t value. It’s something that needs more focus on the marketing side. Let’s keep the features that customers value and avoid those that customers don’t value, but perhaps our engineers do.

How long will it take for Russia to get back to about 3 million sales a year?

It could be quite quick if the geopolitical situation improves and oil prices rise. In the meantime, we are massively reducing our fixed costs there to weather the storm and prepare to benefit from the rebound.

What was your reaction when you learned that costwise it did not make sense to export the DS 6WR and Citroen C3-XR to Europe from China?

Europe needs a diesel and a manual transmission. Neither vehicle has them. That is why the Back in the Race plan includes implementing a core global model strategy. If that had been in place, the DS 6WR also could have easily been developed for Europe, Russia, even Latin America for about 10 percent to 15 percent more than what we paid just for China. If we were to re-engineer the car to make it compliant with the regulations and expectations of each market now, the cost would be unreasonable.

Citroen CEO Linda Jackson says the C4 Cactus it selling above expectations, but is that really the case because registrations appear to be a little more than 6,000 a month?

The target is between 70,000 and 80,000 a year so we are on track to make money. It’s typical in this industry for new products to be given high volume objectives that are never met. The company is then trapped with depreciation per unit that is so high it kills the profitability of the program. We are trying to set more reasonable volume objectives. This is much better than shooting for the moon and then discovering that to achieve that volume you need to discount the cars to a level that destroys profitability and creates a huge penalty when investing in next-generation products.(...)"

PSA CEO reveals the next steps in automaker's revival

[Murillo]

Não acham que o 508 servia bem ao mercado Americano? Tem tudo o que eles gostam, no segmento mais concorrido de sempre por lá. Me parece um carro bastante atual

[TURBO]

[TURBO]

Go DS

[Unreal]

Que estará um Citroën C4 Cactus com matricula de fabricante a fazer nos EUA?

[TURBO]

Fonte e/ou enquadramento da fotografia Unreal?

[crash]

Fonte e/ou enquadramento da fotografia Unreal?

Ler os comentários do artigo, que consegue-se encontrar explicações para estar um c4 cactus nos EUA

Help me drive the Citroen C4 Cactus

[dtv]

Não acham que o 508 servia bem ao mercado Americano? Tem tudo o que eles gostam, no segmento mais concorrido de sempre por lá. Me parece um carro bastante atual

Eu tinha ideia que o segmento mais concorrido por lá era o E... O 508 é segmento D. E ainda que seja mais "esticado" que alguns D por cá, é muito apertadinho para os americanos...

As berlinas mais vendidas são o Toyota Camry (seg E), Nissan Altima (seg E) e Honda Accord. Que apesar de se chamar Accord parece uma versão seg E pois é maior que o Accord europeu...

[Unreal]

Ler os comentários do artigo, que consegue-se encontrar explicações para estar um c4 cactus nos EUA

Help me drive the Citroen C4 Cactus

Basicamente, é isto Turbo

[crash]

Eu tinha ideia que o segmento mais concorrido por lá era o E... O 508 é segmento D. E ainda que seja mais "esticado" que alguns D por cá, é muito apertadinho para os americanos...

Nos EUA, o equivalente ao nosso segmento D, que eles chamam de Mid-size é o mais concorrido e vendido:
Ford Fusion (Mondeo), Honda Accord, Toyota Camry, Chevrolet Malibu, Hyundai Sonata, Chrysler 200, Kia Optima, VW Passat, Mazda 6, Nissan Altima

Em segundo lugar, no que toca a vendas vem o Compact-car, equivalente ao nosso C, onde Toyota Corolla e Honda Civic costumam dominar as tabelas de vendas.

O Peugeot 508 encaixaria na perfeição no segmento.
Quanto ao espaço destes carros atrás, é algo fortemente criticado.
Foi uma das razões para a VW ter apostado num Passat específico para os EUA.
E também uma das razões para a rápida renovação do Malibu, que apesar de uma geração com apenas 3 anos no mercado, foi substituido por um modelo totalmente novo com plataforma nova, resultando num acréscimo de 10cm na distância entre-eixos, eliminando a falta de habitabilidade traseira do actual

[dtv]

Nos EUA, o equivalente ao nosso segmento D, que eles chamam de Mid-size é o mais concorrido e vendido:
Ford Fusion (Mondeo), Honda Accord, Toyota Camry, Chevrolet Malibu, Hyundai Sonata, Chrysler 200, Kia Optima, VW Passat, Mazda 6, Nissan Altima

Em segundo lugar, no que toca a vendas vem o Compact-car, equivalente ao nosso C, onde Toyota Corolla e Honda Civic costumam dominar as tabelas de vendas.

O Peugeot 508 encaixaria na perfeição no segmento.
Quanto ao espaço destes carros atrás, é algo fortemente criticado.
Foi uma das razões para a VW ter apostado num Passat específico para os EUA.
E também uma das razões para a rápida renovação do Malibu, que apesar de uma geração com apenas 3 anos no mercado, foi substituido por um modelo totalmente novo com plataforma nova, resultando num acréscimo de 10cm na distância entre-eixos, eliminando a falta de habitabilidade traseira do actual

Quando o Nissan altima e o Toyota Camry se vendiam por cá (e lá) eram ambos segmentos E.

Mas pode ter sido reposicionamento das designações dentro das duas marcas que eu desconhecia.

De qualquer forma o Accord deles é diferente e maior que o nosso.

Mas sendo assim, o 508 tem potencial. O difícil vai ser ter preço concorrencial às propostas caseiras (Ford e Chevrolet pelo menos) e a total e inexistente imagem de marca da Peugeot por lá...

[crash]

Quando o Nissan altima e o Toyota Camry se vendiam por cá (e lá) eram ambos segmentos E.

Mas pode ter sido reposicionamento das designações dentro das duas marcas que eu desconhecia.

De qualquer forma o Accord deles é diferente e maior que o nosso.

Mas sendo assim, o 508 tem potencial. O difícil vai ser ter preço concorrencial às propostas caseiras (Ford e Chevrolet pelo menos) e a total e inexistente imagem de marca da Peugeot por lá...

Sim, alguns modelos foram sofrendo alterações no seu posicionamento ao longo dos tempos.
Como exemplo, no lugar do Altima antes estava o Maxima, e hoje em dia o Maxima está um segmento acima.

Acho que o maior problema chama-se mesmo crossovers e suv's.
Estão a comer mercado ao tradicional sedan, independentemente do segmento.
Se a estratégia que anda a ser discutida para a PSA regressar ao mercado norteamericano com a DS, é bom que tenham um par de crossovers para o segmento C e D para complementar um qualquer sedan.
Que é precisamente aquilo que a Alfa Romeo está a fazer.
Os dois primeiros modelos a serem desenvolvidos são um sedan e um crossover. É a receita actual para alguma hipótese de sucesso comercial nos EUA.

[TURBO]

Ler os comentários do artigo, que consegue-se encontrar explicações para estar um c4 cactus nos EUA

Help me drive the Citroen C4 Cactus

"(...)Okay, guys. We're on a mission. There's a Citroën C4 Cactus running around in Michigan right now – where I live – and it is absolutely imperative that I drive it. I should probably let associate editor Brandon Turkus drive it, too, otherwise, as Seyth Miersma says, "he'll pout for a decade."

I've been absolutely obsessed with the funky Cactus since I first saw the production car at the 2014 Geneva Motor Show. It's a seriously unique C-segment hatchback, and come on, it has freaking Airbumps on the doors. Airbumps! Plus, I've heard it's actually pretty nice to drive, and on top of that, it just won the World Car Design of the Year award. I love this thing. A lot.

I was tipped off to the location of the Cactus thanks to fellow automotive journalist Bob Gritzinger via Twitter.(...)"

"(...)But the large U.S. market remains incredibly tempting. PSA Peugeot Citroën has always kept an ultra-low-profile presence on the East Coast and in Michigan for corporate-structure and emissions-testing reasons; we’ve even seen manufacturer-plated Citroën C6s out East and some Peugeot wagons and RCZs buzzing around the Ann Arbor area.(...)"

Go Detroit (French)

[TURBO]

"The Citroen C4 Cactus is set to launch in Australia in the first quarter of 2016.

The uniquely styled and named C4 Cactus has been on the cards for a local release since it was revealed last year and was a chance to reach our shores at the end of this year, though has now firmed for a 2016 arrival.

The Citroen C4 Cactus will join Australia’s ever-growing list of sub-compact SUVs that currently includes the likes of Mazda CX-3, Renault Captur, Peugeot 2008, Honda HR-V, Holden Trax and Ford EcoSport.

http://3-ps.googleusercontent.com/hk...gJgsdcK4QS.jpg

The C4 Cactus features unique thermo plastic urethane ‘Airbumps’ that form a flexible skin to guard from minor impacts and scratches. These can be had in a selection of contrasting colours that are yet to be finalized for Australia.

According to the French company the Cactus’s Airbumps can take a hit from a trolley with an impact weight of 4kg travelling at 40km/h and have no damage.

The Citroen C4 Cactus features a 358-litre boot and measures 4.16m from nose to tail, making it shorter than any of its current rivals. The little French SUV weighs just 965kg, making it lighter than most city cars.

The local drivetrain line-up is still to be finalised, but CarAdvice understands the range will include a 1.2-litre three-cylinder petrol engine paired with a manual transmission and a 1.6-litre four-cylinder diesel engine with a six-speed automatic, likely among others. Both drivetrains send power exclusively to the front wheels.

http://1-ps.googleusercontent.com/hk...yrH6QucyfQ.jpg

Pricing remains unconfirmed at this stage, though Citroen Australia will no doubt be very aware of the CX-3’s $19,990 plus on-road costs starting point that has set the new benchmark for the segment, and price the C4 Cactus competitively.

Speaking with CarAdvice at a Citroen event in Sydney last week, the company’s local managing director, John Startari, said the C4 Cactus has the “potential to be our best seller” depending on its final pricing and specification." Em 2016 Citroen C4 Cactus here early next year

[TURBO]

The Citroen Mehari was once sold in the U.S. as a rental car in places such as Hawaii.

"Hey, here's a way that Citroen might find its way to the U.S. market.

The French carmaker is considering a revival of its iconic (yes that word) Mehari lightweight utility car to help give the brand a "fun" image, CEO Linda Jackson said.

Citroen built 150,000 units of the open-sided, canvas-roofed Mehari between 1968 and 1987. The car had a diverse customer base: Vacationers used it as a beach buggy, and farmers used it to get around their fields. Its thermoplastic body also made it light enough for the French army to drop the car attached to a parachute from an airplane.

The Mehari used to be sold in the U.S. as a rental car in places such as Hawaii, and PSA Peugeot Citroen is considering a return to the U.S after 2017 or 2018.

The Mehari was based on the 2CV, another Citroen car that has iconic status. Jackson said the 2CV will not be revived. "The 2CV had its day," she said, "but that's not now."

But the Mehari might be a nice model to come back with. The Citroen Cactus small SUV (with its weird air bumps on the doors) is doing well in markets outside Europe, such as Australia and South Africa. Maybe offbeat wackiness is how you re-engage former markets." Em http://www.autonews.com/article/2015...s-comeback-kid

[TURBO]

[TURBO]

"We’ve been following a possible U.S.-market launch of PSA Peugeot Citroën’s upmarket DS brand since late last year. Today, such a launch is more probable than ever, as we’ve been told by PSA sources that a move into the U.S. market is “necessary” and that it would likely happen within the next few years.

DS is the company’s upscale brand, spawned from a lineup containing the Citroën DS3 minicar, the DS4 premium compact, and the DS5 crossover station wagon. Initially planned to be a range of upscale Citroën models, it has morphed into its own brand with a separate logo.

In Europe and China, DS has resonated with and become a hit among a specific set of buyers: individualists, intellectuals, and customers who are immersed in the culture of art and architecture. Typically, these customers prefer to avoid the mainstream and they don’t want to drive the same car as their neighbor; therefore they tend to avoid brands like Audi, BMW, and Mercedes-Benz.

In the past, Europeans of this ilk had a lot of choices. They would flock to Alfa Romeo, Lancia, or Saab, or they would choose the top offerings from Peugeot or Renault. But Saab is gone, Lancia has virtually disappeared, and Alfa Romeo, Peugeot, and Renault currently don’t make premium cars. With DS, Citroen is moving directly into this niche.

The updated DS4 just made its debut at the 2015 Frankfurt auto show.

In North America, the challenges are considerable, as DS will need a good dealer network and a massive marketing campaign. Having deserted the U.S. market in the mid-1970s, Citroën (and by extension DS) is an unknown quantity among a massive swath of buyers here, and virtually no one knows the classic Citroën DS, for which the DS brand is named.

That car, launched 60 years ago, sent shock waves through the automotive industry. The original DS set new standards in aerodynamics, comfort, and user interface, and it made every other car look old and obsolete. Appropriately, its name was pronounced “Déesse,” which is the French word for “goddess.” The French philosopher Roland Barthes praised it as “a messenger from the supernatural.”

The last DS that had any relevance to American shoppers.

The DS remained in production for two decades, when it was replaced by the similarly futuristic CX. By then, however, Citroën had fallen under the ownership of Peugeot, and the brand was no longer in charge of its own fortunes. From the 1990s onward, Citroën lost its edge. And for a while, it seemed that in the larger context of the PSA conglomerate, the iconic French carmaker would be relegated to the status of producing cheaper versions of Peugeots.(...)

Today, DS is on track to become a true premium brand with an entire family of models. Perhaps not as revolutionary as the historic DS, the new vehicles still represent a remarkably different and stylish choice among their peers. While there is still a lot of water to cross both literally and figuratively before we see DS in the U.S., we’ll admit that it would be refreshing to see new French cars plying American roads once again.(...)"

French Flier: Citroen's DS Brand More Likely for U.S. Than Ever

[TURBO]

Em IAA - Internationale Automobil-Ausstellung.

[Fabulous]

Como já disse no tópico do Mitsubishi Lancer, eu penso que uma joint-venture entre a Mitsubishi e a PSA seria o ideal e iria ao encontro das necessidades de ambos os construtores, aliás até poderia ser uma Aliança com troca de participação accionista entre ambas as empresas.

A PSA tem uma das melhores plataformas modulares da actualidade, a EMP2, que seria perfeita para o novo Lancer, e a Mitsubishi tem uma rede muito boa de distribuição nos EUA e Canadá que seria essencial para a PSA conseguir ter algum sucesso no mercado da América do Norte.

Na minha opinião, seria o melhor que poderia acontecer neste momento para ambos os construtores porque ambos ficariam a ganhar.

[ESPRIT]

Como já disse no tópico do Mitsubishi Lancer, eu penso que uma joint-venture entre a Mitsubishi e a PSA seria o ideal e iria ao encontro das necessidades de ambos os construtores, aliás até poderia ser uma Aliança com troca de participação accionista entre ambas as empresas.

A PSA tem uma das melhores plataformas modulares da actualidade, a EMP2, que seria perfeita para o novo Lancer, e a Mitsubishi tem uma rede muito boa de distribuição nos EUA e Canadá que seria essencial para a PSA conseguir ter algum sucesso no mercado da América do Norte.

Na minha opinião, seria o melhor que poderia acontecer neste momento para ambos os construtores porque ambos ficariam a ganhar.

Curioso q o q mais ouvi nos podcasts americanos foi q a rede americana da Mitsubishi é cada x menor e sem relevantes vendas.

[TURBO]

É irreal essa ideia de fazer parceria com a MMC, foi útil há tempos atrás à PSA e MMC com o projecto de Crossover.

A dinâmica actual é radicalmente diferente.